Shock and loose-grain loader.



H. J. HANSON. v SHOGK AND LOOSE GRAIN LOADER.

APPLIOATION FILED JUNE 8, 1911.

, Patented Dec. 17,1912.

4 SHEETS-SHEET 1.

COLUMBIA FLANOGRAI'H 60.. WASHINGTON, D. c.

. H. J. HANSON. SHOCK, AND LOOSE GRAIN LOADER. APPLICATION FILED JUNE 8, 1911.

1 ,O4;'7,2.1 3, Patented Dec. 17, 1912.

4 SHEETSSHEET 2.

COLUMBIA PLANUORAPH 110-, WASHINGTON, n. C.

H. J. HANSON. SHOCK AND LOOSE GRAIN LOADER.

APPLICATION FILED JUNE 8, 1911.

Patented Dec. 17,1912.

'4 sums-SHEET s.

H. J. HANSON.

SHOCK AND LOOSE GRAIN LOADER.

APPLICATION FILED JUNE 8, 1911,

Patented Dec. 17,1912.

4 SHEETS-S.HEBT 4.

HANS J. HANSON, OF ALICE, N ORTH DAKOTA.

SHOCK AND LOOSE-GRAIN LOADER.

Specification of Letters Patent.

Patented Dec. 17, 1912.

Application filed June 8, 1911. Serial No. 632,003.

To all whom it may concern Be it known that I, HANS J. HANSON, a citizen of the United States, residing at Alice, in the county North Dakota, have invented certain new and useful Improvements in Shock and Loose-Grain Loaders; and I do hereby declare the following to be a exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention has for its object to provide an improved shock and loose grain loader, and to such ends the invention consists of the novel devices and combination of devices hereinafter described and defined in the claims.

This improved machine is adapted to be driven or hauled along on the ground to pick up grain, either in the form of shocks, bundles, or in loose form, and to load the same into the rack of a wagon drawn at the rear of the machine.

Furthermore, the invention provides means for detachably coupling the pole of the receiving wagon to the rear portion of the loader and for drawing the wagon pole forward into the coupling means, while the loader is being drawn or driven forward.

It also contemplates the use of an auxiliary truck by which a loaded wagon may be drawn to the point where the grain is to be delivered, either to the stack or to a threshing machine. Pole coupling devices on the loader and on the auxiliary trucks are provided in duplicate orso nearly alike that the same pole may be coupled to either thereof. This arrangement of couplings, on

the loader and on the auxiliary truck, make it possible to quickly attach and detach the wagon poles, so that little or no time will be lost, in the one instance, in coupling an empty wagon to the loader, and in the other instance, in coupling a loaded Wagon to the auxiliary truck.

In the accompanying drawings which illustrate the invention, like characters indicate like parts throughout the several views.

Referring to the drawingsFigure 1 is a plan View of the improved loader; Fig. 2 is a side elevation of the same with some parts broken away; Fig. 3 is a rear elevation of the loader with some parts broken away; Fig. 4 is a detail partly in vertical section and partly in side elevation with some parts broken away showing the pole coupling deshowing also of Cass and State of' full, clear, and a vice on the loader. Fig. 5 is a plan view of certain of the parts shown in Fig. 4 and certain cooperating devices; Fig. 6 is a side elevation with some parts broken away, showing the auxiliary truck and the rack-equipped wagon; and Fig. 7 is a vertical section on the line m a of Fig. 4:.

The framework 1 of the loader is supported at the rear by wheels 2 loosely journaled to a rear axle 3 that is secured on the rear portion of the said main frame. The front portion of the said main frame 1 is supported by a'small truck 4, provided with a pole 5 to which the draft a imals are adapted to be hitched. The said truck 4: is located at one side of the main frame 1 and its frame is pivotally connected at 6 to forwardly extended beams 1 of the said main frame. The drivers seat 7 is shown as at tached to the rear portion of the beams l A gathering fork 8 is located at the front portion of the main frame 1, and entirely at one side of the truck 4:, and its shaft 9 is mounted in suitable bearings on the forwardly projecting side portions of the said frame 1. The fork shaft 9 is provided with an operating lever 10 that cooperates with a latch segment 11 secured adjacent thereto on the main frame 1. The lever 10 is adapted to be locked in various positions to the segment 11, so as to hold the fork either in upturned inoperative positions or set for operation at any desired distance from the ground. Just at the rear of the fork 8 is an inclined elevator deck 12 which, at its lower end, is rigidly secured to the said main frame 1, and at its upper portion is rigidly secured to upright frames 13, which, at their lower ends, are rigidly secured to the rear portion of the said frame 1. J ournaled in suitable bearings at the lower portion of the deck 12 is an idle shaft 14 provided with a multiplicity of sprockets l5; and journaled in suitable bearings on the upper portion of said deck is a shaft 16 pro vided with a multiplicity of sprockets 17. Elevator belts in the form of sprocket jchains 18 are provided with teeth 19, and are arranged to run over the alined sprockets 15 and 17. At oneend, the shaft 16 is provided with a sprocket 20 that alines with the sprocket 21, loosely journaled on a countershaft 22, but suitably held against lateral movements. The shaft 22 is journaled in upright bearings 1 secured on the rear por out of mesh with. the half-clutch 21*, by

means of a shipper lever 25 intermediately pivoted to the bearing bracket 26 on the main frame 1. By manipulation of the lever 25, it is evident that the elevator belts 18- may be thrown into and out of action at will.

Referring to Fig. 6, the numeral 27 inclicates a rac r-equipped wagon, the pole 28 of which is adapted to be coupled either to the loader or to the auxiliary truck, and for such purpose, is shown as preferably provided with a shoulder lock notch or recess 29 near its free end, and at its extreme end with a projecting yoke 30. The numeral 31 indicates the wheels, the numeral 32 the axle, the numeral 33 the pole, and the numeral 34 the drivers seat of the so-called auxiliary truck. The pole coupling devices are attached, one to the rear portion of the loader frame 1, and the other tothe axle and pole of the auxiliary truck, and as these two devices are alike, both may be described at one time. A pole receiving socket 35, having an open rear end and adapted to receive the free end of the wagon pole is rigidly secured in the one instance, as indicated, to the rear portion of the loader frame 1, and

in the other instance, to the axle and pole of the auxiliary truck. Each socket 35 is pro' vided in its top plate with an opening and with a lock dog or latch piece 36 that is intermediately pivoted thereto. At its rearwardly projecting end, the said lock dog 36 is provided with a beveled lock lug or head 37 which, when the end of the pole is thrust against the same, will rise and automatically engage itself with the lock notch 29 of the wagon pole 28. The inner end of the said dog 36 is preferably raised, as shown in Fig. 4, at 36 so that when this end is stepped upon, the lock dog will be thrown out of engagement by the wagon pole and the latter released. The auxiliary truck may be very easily backed up so that the wagon pole will enter the coupling socket 35 thereof and be coupled to the lock dog 36 thereof. It is not, however, an easy matter to back up the loader, and hence, an improved arrangement of the windlass drum and drum actuating and tripping connections are provided whereby the pole of an empty wagon may be drawn forward and coupled into the coupling socket 35 of the said loader. These devices are best shown in Figs. 3, 4 and 7 and the parts of the preferred arrangement thereof, are as follows: The counter shaft 22 is utilized as a windlass shaft and is equipped with a windlass drum 38 having at one end, a half-clutch 39 that cooperates with a half-clutch 40, keyed or otherwise secured to rotate 'with the said counter shaft, but mounted to slide thereon. A shipper lever 41 (see Fig. 3) is intermediately pivoted to the rear portion of the frame 1 and its upper end engages a groove in the hub of the half-clutch 40 and serves to move the said half-clutch into and out of mesh with the drum half-clutch 39. A cable 42 is wound upon and attached to the drum 38, and from thence, is extended over a sheave-equipped tackle block 43 attached to the main frame 1 at a point ahead of the pole coupling socket 35 thereof, (see Fig. 4). The extended end of this cable 42 is provided with a hook 44 and is adapted to be coupled to the yoke at the end of the wagon pole. The hook-equipped end of the cable is drawn rearward through the end of the coupling socket 35, and when it is attached to the pole of an empty wagon and the windlass drum 38 is thrown into action, the end of the wagon pole will be drawn into the said coupling socket and automatically locked by the lock dog or latch piece 36. To throw the windlass drum into action, the lever 41 is moved by hand so as to thereby engage the clutches 39 and 40.

As a further novel feature of this invention, automatic means is provided for tripping the windlass out of action immediately after the pole has been drawn into the coupling socket far enough to engage the lock dog 36 with the lock notch 29 of the wagon pole. This automatic tripping mechanism is preferably constructed, as best shown in Figs. 3, 4, 5 and 7. The numeral 45 indicates a long armed bell crank pivoted to the rear portion of the main frame 1 and having its longer arm extended rearward and pivotally, or loosely attached to the depending end of the shipper lever 41. The short arm of the said bell crank is provided with an upwardly projecting pin 46 that works through a slot in the bottom of the coupling socket 35 of the loader. Preferably and as shown, the stud 46 is carried by a channel-shaped plate 35- thatis mounted to slide on the bottom of the coupling socket 35 and is connected thereto by slot and pin connections 35 (see Figs. 4 and 7 The upper portion of this stud 46 stands in the path of movement of the free end of the wagon pole 28 and it is so arranged that immediately after the pole has been coupled to the socket, as above described, the yoke 30, or extreme front end portion of the pole, will strike the said stud and thereby move the same forward and rock the bell crank 45 and cause the latter to move the shipper lever 41 in the proper direction to disengage the clutch 40 from the drum clutch 39. In this way, the windlass drum is automatically thrown out of action immediately after it has performed its work of drawing the pole into the socket and coupling the same thereto.

Under forward movement of the machine, the counter-shaft 22 is constantly driven by a larger gear 47 carried by one of the traction wheels 2, which gear meshes with a pinion 48 secured on one end of the said counter-shaft 22. As already described, either the Windlass drum, the elevator chains, or belts 18 are driven from the counter-shaft 22 whenever the driving clutches are engaged. Under forward movement of the loader and the wagon attached to the rear thereof, the grain either in loose form, or in the form of bundles or shocks, will be picked up by the gathering fork 8, and delivered to the elevator chains or belts 18, and by the latter will be loaded into the rack of the wagon. As soon as the one wagon rack at the rear is loaded, it may be uncoupled from the loader and quickly coupled to the supplemental truck and, by the latter, drawn to the proper point for deposit. At the same time, an empty wagon may be quickly coupled to the loader by means of the Windlass drum and cable and coupling devices, already clearly described.

By the means described, grain in various conditions and even hay may be picked up and rapidly handled in a very economical manner.

What I claim is:

1. A vehicle provided with a pole coupler, a windlass for drawing a pole into locking relation in respect to said coupler, and means operated by the coupled pole for tripping said Windlass out of action.

2. A vehicle provided with a pole coupling socket and with a lock element for engagement with the detent of the pole to be coupled thereto, in combination with a Windlass on said vehicle having its cable eX- tended through said socket and adapted for connection to the end of a pole.

3. A vehicle provided with a pole coupling socket and with a lock element for engagement with the detent of the pole to be coupled thereto, in combination with a windlass on said vehicle having its cable extended through said socket and adapted for connect-ion to the end of a pole, and automatic means engaged and actuated by the coupled pole for throwing said Windlass out of action.

4:. A vehicle provided with a pole coupling socket and with a lock element for engagement with the detent of the pole to be coupled thereto, in combination with a windlass on said vehicle having its cable extended through said socket and adapted for connection to the end of the pole, and automatic means engaged and actuated by the coupled pole for throwing said Windlass out of action, said automatic means comprising cooperating driving and driven clutches and a shipper lever.

5. A vehicle provided with a pole coupling socket and with a lock element for engagement with the detent of the pole to be coupled thereto, in combination with a Windlass on said vehicle having its cable extended through said socket and adapted for connection to the end of the pole, automatic means engaged and actuated by the coupled pole for throwing said Windlass out of action, said automatic means comprising cooperating driving and driven clutches and a shipper lever, a pole stud projecting into said socket and connections between said stud and the said shipper lever.

6. The combination with a vehicle provided with a counter-shaft driven from one of the traction wheels thereof, of a pole coupler carried by said vehicle, a Windlass drum having a cable extended to and rearward of said coupler for delivering the pole thereto, and a clutch for connecting said Windlass drum to said counter-shaft.

7 The combination with a vehicle provided with a counter-shaft driven from one of the traction wheels thereof, of a pole coupler carried by said vehicle, a Windlass drum having a cable extended to and rearward of said coupler for delivering the pole thereto, a clutch for connecting said windlass drum to said counter-shaft, and automatic means actuated by a coupled pole for rendering the said Windlass driving clutches inoperative.

In testimony whereof I aflix my signature in presence of two witnesses.

HANS J. HANSON.

Witnesses:

PAUL WARNKEN, A. L. BAYLEY.

Gopies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

